Train identification system



Nov. 18, 1969 0. D. HUFFMAN ET L 3,479,503

TRAIN IDENTIFICATION SYSTEM 6 Sheets-Sheet 1 Filed Oct. 17, 1967 locac an l Lacaclozz Z To Fig 16? z 3 I P I if WU B b 1 @J Br L p P e y a 9. @w 1 FY z a pU W k L W aw M w 0 5 w 3 m m m- P 6 ww m m H B 0. 75%! MZLETIAM. &

a H 6 mm W W5 W im M? Z 6 Sheets-Sheet 2 Nov. 18, 1969 D. 0. HUFFMAN ET AL TRAIN IDENTIFICATION SYSTEM Filed OCT,- l'7, 196'? ztoazion 5. QZI Z Donald D. ADC zap 31 if g m 3 N m w w 3 W N 2 j m A 5 :fi m I 1 E M a: b B 74 VI} W 5 C 1 I l I INVENTORY Nov. 18, 1969 D. D. HUFFMAN ET AL TRAIN IDENTIFICATION SYSTEM 6 Sheets-Sheet 4 Filed Oct. 17, 1967 6 Sheets-Sheet 5 D. D. HUFFMAN ETAL TRAIN IDENTIFICATION SYSTEM Nov. 18, 1969 Filed Oct. 17, 196'? [Mm/Wags Donald D. Half/02m 6 flr'fzzm R JacKeL 1mm flTI'ORA F/ Nov. 18, 1969 o. o. HUFFMAN ET L 3,479,503

TRAIN IDENTIFICATION SYSTEM 6 Sheets-Sheet 6 Filed Oct. 17, 1967 United States Patent US. Cl. 246-124 11 Claims ABSTRACT OF THE DISCLOSURE Apparatus for storing, transferring, and displaying the class identity of a train in the control machine for a route interlocking or consolidated trafiic control system. Train class is manually entered at the machine location corresponding to the point of entrance of the train into the system. Stored class is automatically transferred and displayed in the machine at each location occupied by the train as it traverses the established route. Storage transfer is controlled within the machine by route and trafiic relays and by track occupancy indication relays responsive to the field location of the train. Class storage is cancelled as train leaves each track location. Second train class storage and/or reverse direction transfer is provided where required.

This invention relates to a train identification system for use in railroad interlocking and trafiic control installations. More particularly, this invention relates to improvements in the apparatus within the control machine for a traffic control system by which an indication of the class or type identity of a train moving within the controlled area of the railroad may be stored at a position in the machine corresponding to the actual location of a train, transferred to other machine positions as the train moves through the area along its established route, and displayed in a distinctive manner at each such machine position to assist the system operator in controlling the movement of trains.

When the control of a large railroad interlocking is concentrated into a single control machine or several adjacent interlockings spaced along a stretch of multitrack railroad are consolidated into a single traflic control installation, heavy traffic conditions make it difiicult for the system operator to remember or even quickly identify from his records the type of trains moving throughout the portion of the railroad involved in the single control installation. In such traffic control systems, different types of trains require different handling and/or routing. That is, trains of different classes such as ordinary passenger trains, short high speed commuter trains, and freight trains require different consideration on the part of the operator in the matter of delays, routings, and station'stops. Any difficulty on the part of the operator in establishing the identity or the classification of a train which results in hesitancy on his part in selecting a route for a train, may cause unnecessary and unwanted delays in operations where close headway between trains already exists. Therefore, it is an advantage in the operation of such a traffic control system if an indication of the train class or type may be displayed for the operator and this identification display advanced from location to location in the control machine diagram as the corresponding train traverses the route established for it throughout the traffic control installation.

Accordingly, it is an object of our invention to provide an improved arrangement whereby the identification of the class of a train in such a trafiic control system may be displayed for the operator at a position in his control 3,479,503 Patented Nov. 18, 1969 "ice diagram corresponding to the actual location of the train in the field.

Another object of our invention is a system for displaying and transferring the classification of a train in a traffic 'control system as that train traverses the area controlled by said system.

Yet another object of this invention is an arrangement in a route interlocking control system for displaying the identity or classification of trains moving throughout the control interlocking and transferring the identity and corresponding display for each train from location to location in the control apparatus as that train moves along its established route.

A further object of the invention is the provision of apparatus at the control machine for a route interlocking or-traflic control system to store the class identity of the train at a posiion corresponding to the entrance to its route throughout the interlocking, to automatically transfer the class identity storage from location to location within the control apparatus as that train traverses its selected route, and to cause the class identification to be displayed at various control points in the machine corresponding to the train location in order to assist the operator in the control of traffic throughout the area involved.

Other objects, features, and advantages of our invention will become apparent from the following description when taken in connection with the accompanying drawings.

The elements of the system of our invention are added to a conventional route interlocking system or trafiic control system. The control system is of the general type in which only the entrance and the exit points of a desired traffic route are selected by the system operator working at a central control machine from which control functions are transmitted to and indications are received from the various field locations. A route between the selected entrance and exit points is then automatically established by the control apparatus without further manual actions on the part of the operator. In other words, the system makes the necessary safety checks to determine that the route may be established, after which the necessary track switches are properly positioned and signals are cleared for the train movement. In practicing our invention, the area of the railroad covered by the control system is divided into a plurality of locations, i.e., stretches of track, and means to display an identification of the class or type of the train occupying each location is added to the control system. Storage means are therefore provided in the control machine, associated with each established location on the railroad, with the necessary apparatus for displaying the class identification of the train occupying that location. In the specific system shown herein, the train class information is selected and initially stored in the machine manually by the operator at a position on the control corresponding to the location at which the train is entering the area. It will be obvious from the subsequent complete description that any of the conventional and well-known automatic wayside train identification systems might be used to determine the train class at its point of entry and this class identity indication then entered automatically into the control machine storage apparatus. Such an arrangement is, however, not specifically shown because this is not a novel part of our invention. In addition, it is less expensive and generally quite satisfactory for the known train information to be inserted by manual operation directly into the control machine as the train enters the controlled area. The train class identification arrangement is therefore self-contained within the control machine and additional transmission apparatus from the remote locations is not required.

The two embodiments of the invention illustrated in this application disclose that the class or identification information for a train may be prestored at the entry location as a route is established for an approaching train or that occupancy of the track section at the location may be required before the class information is actually stored. The train class or identification for one or more than one train may be stored at a particular location on the control machine depending upon the requirements of the system, primarily the number of track sections into which the field location is divided and whether or not following moves are permitted in a particular signal block. In particular, the second embodiment of the invention provides only a single storage of train class information in each signal block since the single track stretches between switch locations are divided into a plurality of such blocks. In each of the illustrated embodiments, the identification transfer circuits include contacts of relays which indicate the selected route and the traflic direction throughout the stretch involved. Also switch position indication contacts are included in the transfer circuits to insure that the route has physically been estab lished as selected by the operator. Track occupancy indication contacts responsive to the movement of the train through the route provide a gating action to control the actual moment of transfer of the class information. These transfer circuits thus control the transfer of the class identity of a train within the control machine as that train moves from location to location in the area controlled. When more than one item of information is stored in connection with a particular location, it is the class information for the first train that is transferred when it moves to the next or subsequent location. The train identity or class information transferred is, of course, that designated by the identity storage relays associated with the transfer originating location, or said in another way, the information in the previous storage location. This information storage in the previous location is can celled when the transfer action is complete. If the system has more than one storage bank available at each location, then the information stored in the second bank at the originating location cascades forward into the first or primary storage bank. Finally, the control circuits for the conventional route and/or track occupancy indications are modified by contacts of the class storage relays to display a distinctive indication of the class identity of the train occupying the track stretch or for which the route is established.

In the illustrated first embodiment of our invention, in which more than one storage bank is used at each location, a reverse direction transfer of the train type or class is also provided. This allows for a reversal of the train direction as may occur, for example, with a commuter train at a terminal location. If a second train has entered the stretch of track involved, so that its class information is held in the second storage bank for the associated location, the transfer in the reverse direction is of the information for this following train, that is, the information for this following train, that is, the information stored in the second storage bank. Under these conditions, the train information of the first train passing through the location is held in storage until that train leaves the location in the normal direction. Cancellation of information storages under these conditions is so controlled by reverse transfer relays and reverse cancellation relays that the proper train identity or class information is transferred and is then cancelled from the originating bank. To actuate such a reverse transfer, the operator must establish a new route for the train in its reverse di rection. Such routing will have an entrance and exit different from the originally selected route. However, the traffic direction already established for the first train is not changed since the stretch of track with which the transfer action is associated is continually occupied by a train. Under such conditions, in the conventional interlocking or traific control system, it is not possible to change the trafiic direction already established for the train in the track stretch.

We shall now describe in more specific detail the two embodiments of our invention referring from time to time during this description to the circuit drawings whlch accompany this application and in which:

FIGS. 1A, 1B, and 1C, when assembled adjacent from left to right in that order, shown, in partially schematic, partially circuit diagram form, the train class or identity system for an interlocking or traflic control system embodying the first form of our invention.

FIGS. 2A, 2B, and 2 C, when also placed adjacent left to right in that order, are a similar type illustration of a somewhat similar train class display system embodying the second form of our invention.

In each of the drawings, similar reference characters refer to similar parts of the apparatus. Conventional symbols have been used that are generally known in the art involved. Each symbol will be explained when first introduced where such explanation is deemed necessary in order to define the symbol. However, slow release relays have been designated in a more conventional manner by an arrow drawn through the movable portion of each contact of that relay with the arrow pointing in the direction of the slow action, that is, downward for slow release.

Each form of the system illustrated in the drawings requires more than one local source of direct current energy in order to distinguish between the class identifications. These sources are shown conventionally as batteries (FIGS. 1A and 2B). However, it is obvious that the direct current sources could be separate full-wave rectifiers with a common alternating current source or any other conventional means of providing a direct current supply. Referring now to FIG. 1A, three batteries are shown at the left to provide the distinct sources of direct current energy for the first form of our invention. The general direct current supply is provided by machine battery MB which has a positive and a negative terminal designated by the references B and N, respectively. Each of the other two machine batteries MBI and MBZ has similar positive and negative terminals designated, respectively, by B1 and N1 and by B2 and N2. Where these reference designations occur elsewhere in FIGS. 1A, 1B, and 1C, a connection to the corresponding terminal of the indicated battery is designated. It is to be noted that the negative terminals of these batteries do not have a common connection.

Corresponding machine supply batteries are shown at the bottom of FIG. 2B for the second embodiment of our invention. It is to be seen that the positive and negative terminals for each of the batteries MB, MBl, MB2, and MB3 are designated in a manner similar to that described for FIG. 1. As an auxiliary source in this second form system, coded or pulsed energy is supplied between the terminals FE and N. This is obtained by the operation of the flasher relay FL whose winding is connected across terminals B and N of battery MB over its own back contact a. When this relay is energized and picks up, the opening of its back contact a interrupts the energization circuit but the relay, being provided with slow release characteristics, retains its front contact a closed for a selected period of time. The closing of front contact a of relay FL connects terminal FB to positive terminal B of battery MB during the slow release period that this connection is complete. Any apparatus connected between terminals PB and N thus receives a pulse of direct current energy. It is obvious, of course, that relay FL continually operates to close its front and back contacts at a rate determined by its slow release characteristics. Therefore, a pulsating direct current energy is supplied between terminals PB and N and any apparatus connected to these terminals will be intermittently energized.

We shall refer now specifically to the first form of the invention, as included in the system illustrated in FIGS.

1A, 1B, and 1C. Across the tops of these drawing figures, when placed side by side in the order named from left to right, is a conventional illustration of the track diagram appearing on a control machine for an interlocking or trafiic control system. This track diagram represents a stretch of track which includes a double track portion at the left which merges over a switch into a single track stretch and again diverges at the right into another stretch of double track. This track diagram, of course, represents an equivalent to the actual physical track stretch over which the trains move in either direction throughout the interlocking or trafiic control area which is supervised by the operator at the machine. Double track portions are connected into the single track by a switch 13W at the left and a switch 21W at the right. Switch detector track sections 13T and 21T are used for detecting trains for occupancy indications and for switch locking purposes in a conventional manner. It is obvious that the track diagram is a much simplified version of a consolidation of interlockings controlled from the single machine. The stretch of track is furthur divided into locations 1, 2, 3, 4, and 5 as indicated adjacent to the track diagram for purposes of storing and displaying the class identity of trains occupying the stretch of track.

The stretch of track illustrated by the track diagram is assumed to be controlled by a traffic control system which generally is of the route interlocking type, at least as concerns the individual interlockings represented by the two switch locations. This route interlocking system, for example, may be of the general type shown in United States Patents 2,178,462, and 2,300,272 issued to H. S. Young on Nov. 7, 1939, and Oct. 27, 1942, respectively, or United States Patent 2,301,297 issued to L. V. Lewis on Nov. 10, 1942. Since the trafiic control system to which the arrangement of our invention has been added is basically a consolidation of interlockings into one control machine, these prior art systems of the reference patents will be modified to include control of traffic directions through the single track stretch. This control of traflic direction is represented by the trafiic relay 1420FK shown in the upper center of FIG. 2B. This relay is of the magnetic stick type as indicated by the vertical arrangement of the movable or armature portion of the relay contacts. The position of the armature indicates the established traffic direction. In other words, when the armatures occupy the position shown, that is, the left or normal position, traffic is established in the westbound direction, from right to left in the drawings. Conversely, when the relay armatures occupy the right hand or reverse position, the opposite traflic direction is established, that is, eastbound. No control circuits for relay 1420FK are shown as they are not part of the system of our invention and the control of such relays is cnventional and well-known. It is sufficient to understand the closed position of the relay contacts with relation to the established direction of trafiic, as has been explained.

Within the track diagram, particularly in FIGS. 1A and 1C, are shown various control devices 10, 12, 14, 20, 22, and 24. These may be considered to be push buttons which in route type interlocking machines are used to establish the desired routes for trains. In other words, a single push button is made part of the track diagram to correspond with each control location which may be an entrance or an exit to a route for a train moving through the stretch of track. The associated wayside signals which govern the movements of the trains and which are located at positions corresponding to those designated by the push buttons are not shown. Such signals would govern the train movement towards the interlocking concerned. For example, the wayside signals located at a position corresponding to control device would govern the movement of a train towards switch 13W. Explaining the operation briefly, in the route type interlocking the actuation of a first push button in establishing a route selects the entrance location for that route and the subsequent operation of a second push button selects the exit location for the route.

For specific example, the operation of control device 10 establishes that location as the entrance to a route extending over switch 13W so that the subsequent operation of control device 14 establishes the exit location for the route desired. Although not so described herein, it would be possible to provide circuits in sucha consolidated interlocking so that a route could be established from the location designated by control device 10 to the location designated by control device 22 by operating first push button device 10 and second push button device 22.

Also shown within the track diagram is the block occupancy indication lamp 1.4-20BKE, designated by a dotted block within the single track stretch. The control circuits for this indication lamp are shown on the lower part of FIG. 1C. This lamp is assumed to be of the type which includes both a white bulb to show an established route and a red bulb which will indicate the occupancy of the section involved. Other occupancy and/or route establishment indication lights would be used in such a route interlocking system control machine at such locations as 1ST and 21T track sections and track locations 1, 2, 4, and 5. However, these other occupancy indication lights are not shown here for simplicity since they do not become involved in describing the arrangement embodying our invention.

Associated in the machine with each of the control devices above mentioned is an exit relay designated by a reference nomenclature XS with a prefix corresponding to the number of the control device. For example, relay IOXS shown in FIG. 1A is associated with the control device push button 10 as indicated by the conventional dotted line. When a control device is actuated so that it represents the exit point in a route established through the interlocking, the corresponding exit relay XS is energized and picks up. The control circuits for this are not shown as they are conventional and are not part of the present invention. Full description of the operation of such exit relays may be had by reference to any of the above-mentioned patents.

Other machine and/or control system relays are also shown in the various parts of FIG. 1. For example, associated with each of the track switches is a normal indication relay and a reverse indication relay designated by the reference nomenclatures NWK and RWK, respectively, with the prefix corresponding to the number of the track switch. For example, in FIG. 1A, relays 13NWK and 13RWK are associated with switch 13W as indicated by the conventional dotted lines. These dotted lines in this instance designate control of the indication relays through a conventional remote control system in accordance with the position occupied by the track switch. Such controls are conventional and again for simplicity are not shown herein, not being part of the present invention.

Further in the control machine are track occupancy indication relays associated with each separate section or stretch of track in order to provide an indication when the corresponding section is occupied by a train. In the present illustration, only the switch detector section occupancy indication relays are shown, the relay 13TK associated with section 13T and the relay 21TK associated with section 21T. Each of these relays in its principal showing occurs at the top in FIG. 1B and is associated with the corresponding track section by a conventional dotted line. Again, the dotted line represents control of the: relay through the remote control system from the field location where track relays are responsive to the occupation of the track section. In order to be consistent between the two illustrated forms of our invention, these relays shown in FIG. 1B are assumed to pick up when the corresponding track section is occupied. Obviously the reverse operation may be used if desired, i.e., the relays release when the track ssction is occupied. Each track relay TK has associated therewith a back contact repeater for timing purposes. Each repeater relay TKP is provided with slow release characteristics as indicated by the conventional downward pointing arrow, and is normally energized over a back contact d of the associated track indication relay. For example, relay 13TKP is normally energized by being connected between terminals B and N over back contact d of relay 13TK. Obviously, when track section 13T is occupied and the indication is received over the remote control system so that relay 13TK picks up, relay 13TKP is deenergized and, at the expiration of its slow release period, releases. For drawing convenience, each pair of TK and TKP relays is shown a second time by a phantom or dotted illustration in order to reduce the complexity of the actual circuit diagrams as shown. For example, relays 13TK and 13TKP, appearing in the primary showing in the upper left of FIG. 1B, are also shown, in dotted symbols, in the upper left of FIG. 1A and are associated with track section 13T by a similar conventional dotted line. The control circuit for relay 13TKP is repeated in this second showing for convenience and a better understanding of the system. A second showing of relays 21TK and 21TKP occurs in the upper right of FIG. 1C. It is to be understood, of course, that within the control machine circuits, such relay combinations are not normally repeated, a single occurrence of the track occupancy relay and its repeater being sufficient for the indication circuits. It will be understood by those versed in the art that other track occupancy indication relays for the single track stretch between devices 14 and 20 and for the track sections to the left and right of the two switches will also be provided in the control machine. However, in this particular form of our invention, such occupancy indication relays are not involved in the improvement circuits associated with the train class display and thus for simplicity are not shown. As will appear later, the contacts of such relays are incorporated in portions of the control circuits for the occupancy indication lights as will be discussed hereinafter in connection with occupancy indication light 14-20BKE.

The identity of the trains by class or type of the train is stored at each machine location corresponding to the wayside locations 1 through that are specifically shown in the track diagram, as discussed above. As will be seen shortly, these train class identities may be entered manually into the storage arrangement for a location or may be automatically transferred from an adjacent location storage apparatus. As previously discussed, the use of antomatic wayside train identification is not illustrated herein. The train class storage is received in an initial or entry bank and is then held in storage in one of the available storage banks associated with each location. Each initial or entry bank is represented by the relays designated X and Y with a prefix corresponding to the number of the associated location. For example, in FIG. 1B, relays 3X and 3Y constitute the entry storage bank for the class information of trains occupying location 3. The lower order or second storage bank at each location is represented by the relays X2 and Y2, each with a prefix associated with corresponding track location. Again in FIG. 1B, relays 3X2 and 3Y2 constitute the lower order or second storage bank for location 3. In a similar manner, the storage bank for the leading train occupying a section is represented by relays designated X1 and Y1 and specifically in FIG. 1B by relays 3X1 and 3Y1 for location 3. Obviously, in each case the numerical sufiix represents the order of the storage bank of which the relay is a part.

The train class is stored in accordance with the combination of energized relays in the storage banks. Ac cordingly, with two relays constituting each storage bank, three train classes may be stored in the specific example shown. Obviously, additional relays may be added in order to store additional train classes as necessary in a specific system. Associated with the storage banks are lock or bank transfer relays L1 and L2 which control, respectively, the transfer of train class identity information into the first and the second storage bank. The operation of the storage banks and the lock relays will be discussed shortly. It will be noted that, for simplicity, the complete arrangement of storage bank relays, including the entry, second, and first order bank and the associated lock relays, are shown only for the apparatus associated with location 3 in FIG. 1B. Only the entry relays are shown for the apparatus associated with locations 1, 2, 4, and 5 in FIGS. 1A and 1C in order to simplify the drawings, since a complete understanding of the operation may be had without the full showing of the storage apparatus for these locations.

Other relays will now be mentioned, the operation of which will be included in the operational description following. Associated with each control device push button is a cancellation relay designated by the reference character CR with a prefix corresponding to that of the associated control device. For example, in the upper left of FIG. 1B is shown relay 14CR which is associated with control device 14. Such relays are energized when the actual transfer of a train class identity occurs in which the associated control device represents the entrance point of the established route. The energization of a relay CR actuates the energization of the location cancellation relay, also designated by reference character CR but with a compound prefix similar to that of the track stretch with which it is associated. For example, the location cancellation relay 1420CR is shown in FIG. 1B and is associated with track stretch 14-20, i.e., location 3. As will appear later, this relay becomes energized, for example, by the pick-up of relay 14CR when the transfer of a train class identity from location 3 is in the established traffic direction so that control device 14 represents the point at which a train enters the established interlocking route. Actually, in the abbreviated system illustrated in the various parts of FIG. 1, relay 14-20CR is the only one of the location cancellation relays shown, since description of its operation will be sufficient for an understanding of the invention.

It the transfer of the train class information is in the direction opposite to that of the established trafiic direction in a manner that will be explained later, a relay such as reverse cancellation relay 14-20CR is energized. Such an information transfer will occur if a train reverses its direction of operation and moves out of a location or track stretch over the end from which it entered. In the event that the train that reverses its direction is a second train which has entered the location, the system of our invention provides a reverse cancellation stick relay such as relay 1420RCSR. As will be explained later, when this last mentioned relay is energized, it completes circuits to hold in the first storage bank the class identity representing the first train moving through the corresponding track location, specifically in the case of relay 1420RCSR, location 3, during a reverse cancellation of a storage from the second bank.

One other item of apparatus, similar to the relays already discussed, is the code transmitter CT shown in the lower right of FIG. 1C. This symbol designates a motor driven coding device having various contacts which close periodically at different code rates in a manner wellknown to those versed in the signaling art. Code transmitter CT is shown as being permanently energized by connections to terminals B and N of the main machine battery so that its contacts are continually operated at the code rate designation associated with each of the contacts, specifically, code rates of 75, 120, closures per minute.

We shall now describe the operation of the system of this first form of our invention beginning with the entry of the class identity of a particular train into the storage apparatus. This will be described in connection with location 3 as shown in FIG. 1B. However, it will be obvious that similar operations are applicable to all locations in this first form of the invention even though the specific apparatus is not always shown in order to simplify the illustration. We shall assume that a train, oc-

cupying the track in location 3, is of a first class but is yet to be identified into the system. In order to accomplish this, the system operator actuates the train class push button T IPB and also the location selection push button L3PB, both shown in the lower portion of FIG. 1A. All the push buttons shown in this lower part of FIG. 1A are illustrated as being of the non-stick type, that is, having a spring return to the normal position as soon as the actuating pressure is removed. In other words, each push button is normally in a position in which its contacts are in their normally open position, as shown in the present illustration. These contacts are closed when the push button is actuated but immediately return to the open position when no longer actuated. As actually illustrated, a push button is provided for each of three possible classes of trains which move through the controlled area and a push button is provided for each of the locations illustrated in the portions of FIG. 1. It is obvious that other means could be used to select the train class to be entered into this system and the location at which the entry is made, but the most simple arrangement is herein shown as it is not part of the actual system of our invention.

The operation of push button TlPB to close its contact supplies energy from terminal B1 of battery MBl to bus connection 30. The simultaneous operation of push button L3PB applies this energy from terminal B1 over wire 31 and through the illustrated diodes to the left hand terminals of relays 3X and 3Y in FIG. 1B. Since the right hand terminal of only relay 3X is connected to terminal N1 of battery M-Bl, the flow of current under the present condition is only through the winding of relay 3X which, thus energized, picks up. The purpose of the diode in the connection from the positive battery terminals to the left terminal of each storage entry relay is to prevent sneak circuit paths from being developed between the negative terminals of the various batteries used in the present system. Thus the individual battery sources of direct current are isolated from each other and the selected relay only becomes energized and picks up. It is obvious from an examination of the drawings that the operation of push button TZPB places energy from terminal B2 on bus connection 30 whereas the operation of push button T3PB, if the train is of class 3, places energy from both terminals B1 and B2 upon bus connection 30. Under these conditions, respectively, relay 3Y only Will pick up or both relays 3X and 3Y will be energized and pick up. It is also obvious that the relays X and Y for other locations may be energized in selected combinations by the operation of the corresponding location push button LPB for that particular track location.

With the lower order or second storage bank of the location 3 apparatus (lower part of FIG. 1B) empty of any class information, lock relay L2 is normally energized. The pick-up circuit for this relay is traced from terminal B over back contacts b, in series, of relays 3X2 and 3Y2, the winding of relay L2, and back contacts a, in series, of relays 3X and 3Y to terminal N. Relay L2 is then held normally energized or picked up by its stick circuit which is the same as that circuit just traced through the relay winding but includes front contact a of relay L2 to provide a connection to terminal N bypassing the similar connection over bank contacts a of relays 3X and 3Y. When the train class storage above-mentioned is entered into the initial bank, so that back contact a of relay 3X opens, relay L2 remains energized over its stick circuit. The circuit is now completed for energizing relay 3X2 in the lower order storage bank. This circuit is traced, when the storage apparatus is completely empty, from terminal B at back contact b of relay 1420RCR over back contacts b, in series, of relays 3X1 and 3Y1, front contact b of relay L2, front contact b of relay 3X, and the winding of relay 3X2 to terminal N. If a storage is held in the first bank of the storage apparatus so that back contact b of either relay 3X1 or 3Y1 is open, a second path exists for energizing 3X2 which includes back contact b of lock relay L1 bypassing the back contacts of the first bank storage relays. Back contact b of relay L1 will be open if an immediate transfer of another storage from the second bank to the first bank is occurring, so that the entry of a new storage is improper. Relay 3X2, thus energized, picks up and completes a stick circuit in which its own front contact a bypasses the portion of the pick-up circuit including front contact b of relay L2 and front contact b of relay 3X. It will be noted, however, that the stick circuit for relay 3X2 does include the multiple paths through back contacts of the first bank storage relays and back contact b of relay L1. It will be obvious from an inspection of the circuit drawings that, if relay 3Y is picked up, then its front contact b will complete a circuit through the winding of relay 3Y2 in a manner similar to that just described and this relay will also pick up. Relay 3Y2 has a similar stick circuit including its own front contact a. In the present situation, when relay 3X2 picks up, its back contact b interrupts the stick circuit for relay L2 which, thus deenergized, immediately releases. This, of course, blocks the entry of a second train class storage into this particular bank until the second or lower order bank is again free of a class storage. It is to be noted that relays 3X and 3Y are not provided with stick circuits so that they release as soon as the actuated class push button is released.

If the first storage bank of the apparatus is free of any class storage, as is the existing condition, the pick up of relay 3X2 to close its front contact b completes a circuit for energizing lock relay L1, the circuit further including the winding of this relay and back contacts 0, in series, of relays 3X1 and 3Y1, thus indicating that no storage exists in the first bank. If relay 3Y2 is picked up instead of relay 3X2, the circuit for relay L1 includes back contact b of relay 3X2 and front contact b of relay 3Y2. Upon closing, front contact a of relay L1 completes its stick circuit to hold the relay energized, the stick circuit further including either of the paths over contacts b of relays 3X2 and 3Y2 previously traced. The pick up of relay L1 completes the transfer circuits for transferring the train class information from the second bank into the first bank. Specifically, under the assumed conditions, a circuit is completed for relay 3X1 which is traced from terminal B at back contact a of relay 1420RCR over back contact a of relay 1420CR, front contact 0 of relay L1, front contact 0 of relay 3X2, and the winding of relay 3X1 to terminal N. This latter relay picks up, closing its front contact a to complete a stick circuit further including back contacts a of relays 1420CR and 1420RCR. Similar circuits, easily traced from an inspection of the drawings, exist for relay 3Y1 if relay 3Y2 is picked up. The opening of back contact b of relay 3-X1 interrupts the stick circuit network for relay 3X2 since back contact b of relay L1 is already open and relay 3X2, thus deenergized, releases quickly. The opening of front contact b of relay 3X2 then interrupts the stick circuit for relay L1 and this relay also releases. Since the pick-up circuit for relay L1 is now open at back contact 0 of relay 3X1, any conflicting transfer into the first bank is locked out since relay L1 cannot be reenergized if a second storage is entered into the second bank.

It is to be noted that an alternate circuit for relay 3X1 includes front contact 0 of relay 1420RCSR bypassing back contact a of relay 1420RCR. Relay 1420RCSR is energized at any time that a storage is contained in the second bank, the energizing circuit being completed over front contact d of either relay 3X2 or 3Y2. However, relay 1420RCSR is held energized over a stick circuit including its own front contact a only if relay 1420RCR is energized to close its front contact 0. Relay 1420RCSR provides an alternate stick circuit for the first bank storage relays over its front contact c which further includes back contact a of relay 14-20CR and front contact a of the energized first bank storage relay.

The first train class identity now stored in the first bank of location 3 is held stored until cancelled in a manner that will be shortly explained. When relay L1 releases, the class information for a second train entering location 3 in the same direction may be stored in the second bank. Under the existing conditions, the pick-up circuit for relay 3X2 or 3Y2 or both is now over back contact b of relay L1 since back contact b of relay 3X1 is open in the other path of the pick-up circuit. It may be noted that relay L2 is reenergized and picks up upon the release of relay 3X2. The closing of back contact 11 of this latter relay completes the circuit for relay L2 since relay 3X released when the operator released push button TlPB after the entry of the class information for the first train. The class identity of a second train entering location 3 may now be entered into the storage apparatus in a manner identical with that previously described. Of course, relay L1 can not be energized, its circuit remaining interrupted at back contact c of relay 3X1, and therefore the class identity of the second train is held stored in the second bank.

It is now assumed that, with the class storage for the train in location 3 held in the first bank by relay 3X1 picked up, the train is to move into location 1. The operator actuates the devices 14 and 10 in the order named to initiate the establishment of a route from location 3 into location 1. During the action of the control system, relay 10XS picks up, indicating that this point is the exit from the established route. Switch 13W is placed or held in its normal position and relay 13NWK remains picked up as shown. When the route is physically and fully completed and the switch is locked, the wayside signal at the location coresponding to device 14 clears to authorize the train movement over switch 13W through section 13T into location 1. It is to be remembered that relay 1420FK remains in its normal position, that is, with its contacts to the left as shown, during this operation.

When this train enters section 13T, through action of the control system relay 13TK is picked up to provide the usual indication of the occupancy of section 131. The opening of back contact a of relay 13TK deenergizes relay 13TKP but, because of its slow release characteristic, this latter relay holds its front contacts closed for a period of time. During this gating period, the circuit is completed for energizing relay -1X associated with location 1. This circuit is traced from terminal B1 over front contact d of relay 3X1, normal contact a of relay 1420FK, front contacts a in series of relays 13TKP and 13TK, the winding of relay 14CR, wire 32, back contact a of relay 14XS, front contact a of relay 13NWK, front contact a of relay 10XS, and through the diode and winding of relay 1X to terminal N1. Thus energized, relay 1X picks up. It is to be noted that relay 1Y, whose left hand terminal is connected to battery terminal N2, is not energized since at this time only energy from terminal B1 is supplied to this circuit at location 3. The pick-up of relay 1X actuates the storage of the train identity in the storage banks associated with location 1 in -a manner similar to that already described for the storage apparatus associated with location 3. In other words, the train class information is entered into the apparatus by the energization of relay =1X and then is cascaded into the second and first storage banks in turn, providing that no previous train class identity is already stroed in these storage banks.

Relay 14CR is energized simultaneously with relay 1X since the flow of current is also through its winding and this relay picks up. The pick-up of relay 14CR completes a circuit for energizing relay 14-20CR including front contact a of relay 14CR and normal contact b of relay 14-20FK. The opening back contact a of relay 14-20CR interrupts the stick circuit for relay 3X1 which immediately releases. This cancels the storage of the train class identity of the first train in location 3 from the first storage bank and frees the bank to receive the train class identity of another train which may be stored in the second bank in a manner already described. The opening of front contact a of relay 13TKP when it releases at the end of its slow release period or the opening of front contact d of relay 3X1 interrupts the transfer circuit eventually so that relays IX and 14CR are deenergized and release. However, by this time the train class identity has already been stored in at least the second bank of the apparatus associated with location 1. It may be noted that contact a of relay 13TKP assures that a second transfer cannot occur during the passage of one train.

It is obvious that a similar transfer of the train class identity occurs if the train has been routed into location 2. Under these conditions, a circuit for relay 2X will include front contact a of relay 12XS, which picks up since push button 12 designates the exit of the route, and front contact a of relay 13RWK which is closed to indicate that switch 13W is in its reverse position as required. Since the winding of relay 14CR is also included in this transfer circuit, a similar cancellation of the storage in the first bank associated with location 3 occurs as previously described, that is, relay 3X1 releases. If the train is moving in an eastbound direction, from location 3 to location 4 or location 5, a similar transfer operation also occurs. It is to be noted that, under these traffic conditions, relay l4- ZOFK will be positioned in its reverse or right hand position. Assuming that the train is to move into location 4, a circuit for relay 4X is traced, when the train occupies section 21T, from terminal B1 over front contact a of relay 3X1, reverse contact a of relay 14-20FK, front contacts a in series of relays 21TKP and 21TK, the winding of relay 20CR, wire 34, back contact a of relay 20XS, front contact a of relay 21NWK, front contact a of relay 22XS, and through the diode and winding of relay 4X to terminal N1. Relay 4X picks up to initiate the entry and subsequent storage of the train class identity in the apparatus associated with location 4. Relay 20CR also picks up, completing the circuit over its front contact a and reverse contact b of relay 14-20FK to energize relay 14-20CR. Again the opening of back contact a of relay 14-20CR interrupts the existing stick circuit for relay 3X1 which 'then releases. It will be noted that, in either of these transfer operations, the transfer circuit is completed during the time that front contacts of both the track occupancy indication relay TK and its repeater relay TKP are closed. This gating period exists during the slow release period of the relay TKP since its release at the end of this period and opening of the corresponding front contact a interrupts the transfer circuit during movement of that train.

We shall now discuss a reverse direction class identity transfer. It is assumed that the class 1 train moves from location 4 to location 3. This is accomplished after the operator establishes the route into location 3 by the operation of devices 22 and 20 in that order. The initial preparation for the transfer of the train class identity occurs when energy from terminal B1 of battery MB1 is placed on front contact b of relay 21TKP (at the far right of FIG. 1C) in a manner similar to that described for location 3. In other words terminal B1 is connected to front contact b of relay 21TKP by a circuit (not shown) similar to that previously described when energy from terminal B1 was placed on front contact a of relay 13TKP over front contact d of relay 3X1 and normal contact a of relay 14-20FK. When this train occupies track section 211 in traversing the interlocking so that relay 21TK picks up, the energy from terminal B1 at front contact b of relay 21TKP is supplied over front contact b of relay 21TK through the winding of relay 22CR and over back contact a of relay 22XS, front contacts a in series of relays 21NWK and 20XS, and wire 33 to the winding of relay 3X through the diode connected in series therewith. Since this energy is from terminal B1 and the right terminal of relay 3X is connected to terminal N1, relay 3X is energized and picks up. The train class identity is then transferred in the manner previously described into the second 13 bank and subsequently into the first storage bank at location 3 so that relay 3X1 is picked up to retain the train class information. Also as previously described, the similar information is cancelled from the storage apparatus associated with location 4 upon completion of the transfer.

It is now assumed that this train, having entered location 3, is to reverse its direction of travel and return through section 21T to location 5. The operator establishes the route by the sequential operation of control devices 20 and 24. It is to be noted, however, that relay 14-20FK is locked in its normal position with left hand contacts closed as shown. This locking occurs as a result of the traflic control circuit arrangement which does not permit a reversal of the traflic indication relay and traffic direction while a train is occupying this strength of single track. When this train moves into the interlocking and occupies section 21T so that relay 21TK again picks up, a circuit exists prior to the release of relay 21TKP which may be traced from terminal B1 at front contact e of relay 3X1 over back contact b of relay 14-20RCSR, normal contact of relay 1420FK, front contacts a of relays 21TKP and 21TK, the winding of relay 20CR, wire 34, back contact a of relay 20XS, fron t contact a of relay 21RWK (since switch 21W is in its reverse position), front contact a of relay 24XS and through the diode and winding of relay X to terminal N1. Obviously relay 5X and also relay CR are energized by the flow of current in back contact a of relay 20XS, front contact a of relay 5X transfers the train class identity into the storage apparatus associated with location 5 and the identity cascades into the second bank and then into the first bank if available for the storage. Meanwhile the pick up of relay 20CR at this time energizes relay 14-20RCR, the circuit including front contact a of relay 20CR and normal contact d of relay 14-20FK. It is to be noted that the circuit to the winding of relay 14-20CR is presently interrupted because reverse contact b of relay 14-20FK is open. However, the opening of back contact a of relay 1420RCR interrupts the stick circuit for relay 3X1 and this relay, thus deenergized, releases to cancel the storage of the class identity associated with the train which has returned into location 5.

If this train moving from location 4 to location 3 is the second train to enter location 3, that is, a preceding train is already in the location moving in the westbound direction, the class identity transfer for this following class 1 train occurs as previously described but the storage of the class identity is held in the second or lower order storage bank associated with location 3. In other words, the class 1 identity for this second train is held by the energization and pick up of relay 3X2, which remains energized over its stick circuit including its own front contact a, back contact b of relay L1, and back contact b of relay 14-20RCR. At this time, since front contact d of relay 3X2 is closed, a circuit is completed for energizing relay 14-20RCSR. Since the storage is retained in the second bank, relay 14-20RCSR is held energized at least as long as relay 3X2 remains picked up. It is also to be noted that, under these conditions, the second stick circuit for relay 3X1 or 3Y1, which ever is energized, is completed over front contact 0 of relay 14-20RCSR and further includes back contact a of relay 14-20CR and the front contact a of which ever first bank storage relay is energized.

When this second train, having entered location 3, reverses its direction of travel and returns into location 5 in a manner previously described, the pick up of relay 21TK again establishes a circuit for transferring the train class identity into the apparatus associated with location 5. However, under the existing conditions, the transfer from location 3 is from the second storage bank into the banks associated with location 5. The circuit may be traced from terminal B1 at front contact 2 of relay 3X2 over front contact b of relay 14-20RCSR, normal contact c of relay 14-20FK, front contacts a in series of relays 21TKP and 21TK, the winding of relay 20CR, wire 34, back contact a of relay 20XS, front contact a of relay 21RWK, front contact a of relay 24XS, and through the diode and winding of relay 5X to terminal N1. As was previously described, relays SK and 20CR are energized and pick up. Once again relay 14-20RCR is energized over the circuit including normal contact at of relay 14-20FK and this reverse cancellation relay picks up. The closing of front contact 0 of relay 14-20RCR completes the stick circuit for relay 14-20RCSR which further includes front contact a and the winding of the latter relay. Now the opening of back contact a of relay 1420RCR does not remove energy from relays 3X1 and 3Y1, such as are energized, these relays rather remaining energized over front contact 0 of relay 14-20RCSR, which relay remains picked up to hold its front contacts closed. Thus the train class identity for the first train moving in a westbound direction through location 3 is held in the first storage bank so that it may subsequently be transferred in a westward direction as the train moves on into location 1 or 2. However, the opening of back contact b of relay 14-20RCR removes energy from terminal B from the stick circuit for relay 3X2 and this latter relay, thus deenergized, releases. Thus the class identity storage for the second train in location 3, which has reversed its direction and moved in a eastbound direction out of the location, is cancelled from the storage banks which is proper since the train no longer occupies any part of location 3.

We shall now describe the display of visual indications of the train class identity for trains occupying the various parts of the control area. Specific description will be concerned with the lamps of the route-occupancy indication light 14-20BKE, control circuits for which are shown in the lower part of FIG. 1C. A second or phantom representation of relays 3X1 and 3Y1 is shown in this part of FIG. 1C in order to avoid unduly complicating the. circuit diagram. These dotted symbols represent the same relays as appearing in FIG. 1B Where the control circuits are fully illustrated and need not be repeated again. Within the dotted block diagram representing the occupancy light 14-20BKE are illustrated two lamps, a white and a red bulb. The white lamp will be illuminated when a route is established through or into the location which it represents, in this specific case location 3. The red lamp will indicate the location occupied. Each of these lamps in the present illustration will be flashed at a selected rate to indicate the class of the train for which the route is established or which is occupying the location, respectively. The selection between the white and the red lamps in accordance with an established or an occupied route is over a contact matrix which is part of the conventional route interlocking circuitry and is illustrated merely by a conventional block so designated. Such circuitry may be found and fully analyzed, if desired, in any of the previously listed patent references. These circuits established by the track and route indication relay contacts designated by the conventional block supply energy selectively from terminal B to the white lamp when the route is established and to the red lamp when the established route is occupied.

The right hand terminals of each lamp are connected in common through a relay contact matrix to select the proper pulse rate to indicate the class identity of the train involved. For example, if a class 1 train is involved, the circuit may be traced from the common terminal 35 over front contact 1 of relay 3X1, which relay is picked up to indicate class 1, and then over back contact 1 of relay 3Y1 and the coding contact of code transmitter CT to terminal N. Thus the red or white lamp, depending upon occupancy conditions, will be flashed at the rate of 180 times per minute to indicate that the route is established for or that the route is occupied by, respectively, a train having a class 1 identity. If a class 2 train is involved, the circuit is completed over back contact 1 of relay 3X1, front contact g of relay 3Y1, and the 120 code rate contact of transmitter CT. For a class 3 train, the circuit is completed over front contacts 1, in series, of relays 3X1 and 3Y1 and the 75 code rate contact of code transmitter CT. Thus the lamp which is otherwise illuminated is flashed at a rate of 180, 120, or 75 times a minute depending upon whether the train for which the route is established or which is occupying the route has a class identity of 1, 2, or 3 respectivtively. It is obvious that similar visual displays will be provided for the track sections corresponding to locations 1, 2, 4, and 5 in the system illustrated. However, since such control circuits would duplicate that already shown and provide nothing to the description, they are not included in order to simplify the circuit diagrams.

In the event that the operator makes an error in entering the train class identity into the storage system or or for some other reason a class storage must be cancelled, provision is made for manual control of the loca- H tion cancellation relays, specifically in the example, relay 14-20CR. For example, if the operator desires to cancel the class storage held in the first bank of the apparatus associated with location 3, he manually actuates the cancellation push button CPB shown in the lower left of FIG. 1A, closing its normally open contact a, and also actuates the location selection push button L3PB to close, in this case, the normally open contact b. The circuit then is traced from terminal B over the now closed contacts a and b, respectively, of the two operated push buttons, wire 37, and through the winding of relay 14-20CR to terminal N. Relay 1420CR is thus energized and picks up. The opening of its back contact a interrupts the stick circuit for the storage relays of the first bank, that is, relays 3X1 and 3Y1, so that any of these relays which are energized to hold the class identity storage are deenergized and release. Thus the train class storage of the first train in the location 3 is cancelled from the system. It is obvious, from the conventional symbol at the multiple connection between contacts of push. buttons CPB and L3PB in the displayed circuit, that by operation of other location selection push buttons, a similar cancel lation may be accomplished at any desired location.

We shall now consider the second form of the arrangement of our invention as embodied in the traific control system shown in FIGS. 2A, 2B, and 2C, when placed adjacent from left to right in the order named. It is to be noted that across the top of the resulting schematic diagram is a track diagram representative of that shown on the control machine in a manner similar to that described in connection with the arrangement shown in the various parts of FIG. 1. However, in this particular arrangement, the single track stretch between switches 13W and 21W is divided into two signal blocks. This is illustrated by the presence of the two conventional dotted illustrations for block indication lamps ISBKE and 17BKE. As is usual in such control systems, track occupancy indication lamps are also provided for the various other track sections, both the switch detector sections and other block sections existing in the diagram as marked. However, these lamps are not shown in order to avoid redundancy which is unnecessary to the understanding of the system. In this diagram, the various block sections of the track other than the switch detector sections 13T and 21T are designated by the reference character BT preceded by a numerical prefix to distinguish between various signal block track sections.

As in the first system arrangement described, trains moving through the track network illustrated in FIG. 2 are divided into three classes, although it will be obvious that more classes may be designated and the necessary additional identity and storage apparatus provided. One of the three assumed classes to be identified is again the commuter trains, a second class is regular passenger trains, and the third class comprises all other trains including freight trains. Only the first two class identities are positively registered and stored in the system arrangement of FIG. 2. The lack of any positive identity registration or storage then automatically designates a train as being of the so called all other classification, which rates the lowest handling priority. Elements of the system apparatus directly associated with commuter train identity storage are designated generally by the reference character C, with a prefix added to indicate the associated track section. Similarly, the general reference P is used for apparatus associated with passenger train identity storage. As an exception to this general rule, the general reference character CR with prefix, continuing the designation used in FIG. 1, designates the cancellation relays operative during class identity transfer actions.

Further in the system arrangement of FIG. 2, the manual entry of the train class identity is provided only at selected locations. As specifically illustrated, these selected locations are portions of the double track stretches which, for example only, may correspond to station locations. For simplicity of illustration, each location selected for such manual entry of the train class identity is provided with the necessary number of class entry push buttons. An example is the set designated by the reference characters 9CPB, 9PPB, and 9ZPB at the left of FIG. 2A, which are associated with track section 9BT at the top of the drawing. It is obvious that a combined class and location selection arrangement as shown in FIG. 1A could be used to reduce the number of push buttons but for simplicity direct entry by a push button at each location for each class of train is illustrated. Thus a commuter train in section 9BT will be designated by operation of the aforementioned push button 9CPB. The second class identity, regular passenger trains, will be entered by operation of push button 9PPB. In the absence of the entry of either of these positive class identities, a train occupying section 9BT will be indicated automatically as being of the other class which includes freight trains. The push button 9ZPB is an identity cancellation button to permit the operator to correct errors or remove class identities that are no longer needed.

Various designations for the control relays similar to those previously described for the first form of the invention are used here in this second arrangement. For example, switch position indication relays such as relays 13NWK and 13RWK in FIG. 2A are used to designate or indicate that the corresponding switch is in its normal or reverse position, respectively. Switch detector track section occupancy indication relays such as relay 13TK and its associated repeater relay 13TKP are used to indicate the occupancy of the correspondingly numbered switch detector track section. However, in this particular arrangement, each track section or signal block ET is provided with a block occupancy indication relay designated by the reference character BK with a prefix corresponding to the numerical prefix for the track section. For example, relay ISBK, upper left of FIG. 2B, is associated with track section 15BT and is energized and picks up when that track section is occupied. The conventional dotted line designating the control through the remote control system by the occupancy of section 15BT connects that track section of the track diagram to the occupany indiation relay. Each such block occupancy relay is pro vided with a back contact repeater having slow release characteristics. Returning to the specific example of relay 15BK, its repeater relay ISBKP is normally energized over back contact a of relay ISBK. Thus when track section ISBT is occupied and relay 15BK picks up, its repeater relay is deenergized and, at the end of its slow release period, releases. The corresponding track occupancy relay and its repeater are shown for each of the track sections BT which are involved in the explanation of the operation of this particular arrangement of my invention. An exit stick relay XS is again associated with each of the conventional interlocking control devices shown within the track diagram. For specific example, relay 14XS is associated with the control device or push button 14 shown in FIG. 2A. As previously explained, relay 14XS is energized through the control system and picks up when control device 14 is operated to establish the exit end of a route through the associated interlocking section.

The various relays used for storage of the train class identification and to control the transfer operations are of the neutral relay type but are provided with two windings. For example, in the upper left of FIG. 2B, storage relay 15C, associated with track section 15BT to store the class identity of commuter trains occu ying that section, is illustrated by conventional symbol as being of the two winding type. This use of a double winding relay permit the separation of the energizing and stick circuits for the relay and thus allows it to be used for both identity entry and storage, as will be described. This results in a reduction in the total number of relays required within the storage banks. The storage cancellation relays such as relay 15CR are also of the double winding type and again the energizing and stick circuits are separated in this fashion.

We will now follow the transfer of the class identity of a train as it traverses the interlocking or trafiic control area illustrated. It will be assumed that a commuter train occupies track section 9BT and that no class has yet been stored for this particular train. Relay 9BK is picked up to indicate the occupancy of the corresponding track section. Relay 9BKP, the back repeater of the track occupancy relay, i normally energized by the circuit extending from terminal B over back contacts a, in series, of cancellation relay 9Z and relay 9BK through the winding of relay 9BKP to terminal N. With the opening of back contact a of relay 9BK, relay 9BKP is deenergized and, at the end of its slow release period, releases. Releases of relay 9BKP closes its back contact b to prepare a stick circuit for the transfer cancellation relay 9CR. The opening of front contact a of relay 9BKP interrupts the transfer circuit from the storage apparatus associated with track section SBT.

With section 9BT occupied and relay 9BK thus picked up, the operator actuates the commuter train class identity entry device shown as push button 9CPB, this push button being of the non-stick type so that its normally open contact a remains closed only as long as the push button is actuated. The closing of this push button contact applied energy fro-m battery terminal B1 over the circuit further including front contact b of relay 9BK and extending through a diode to the upper winding of relay 9C. The other terminal of this upper winding being connected to battery terminal N1, the relay is energized and picks up. Since the other relays associated with the storage bank, that is, relays 9P and 9Z, have the left terminals of their operating windings connected to the negative terminal of other machine batteries, these relays are not energized at this time. When relay 90 picks up, it completes a stick circuit including its lower winding and front contact a and further completed over back contact a of passenger train sorage relay 9P, front contact a of relay 9BK, and back contact a of relay 9Z. Back contact b of transfer cancellation relay 9CR provides a second path in shunt with front contact a of relay 9BK. This completes the entry and storage of the train identity information for a commuter train in the storage bank associated with track section 9BT.

It is obvious that if passenger train push button 9PPB had been actuated, the closing of its contact a would apply energy from battery terminal B2 over front contact b of relay 9BK and thus would energize relay 9P, whose other upper winding terminal is connected to battery terminal N2. The stick circuit for relay 9P is similar to that traced for relay 9C but includes back contact a of relay 9C and front contact a and the lower winding of relay 9P. Further, the operation of push button 9ZPB to close its normally open contact a applies energy from battery terminal B3 to the circuit network including front contact b of relay 9BK and thence through the diode and winding of relay 9Z to terminal N3. The pick up of relay 9Z opens its back contact a to interrupt the stick circuits for relay 9C or 9P, whichever is energized, and cancels the corresponding train class identity from the storage bank. In effect, the energizing of relay 9Z substitutes the third or other train class identity into the storage bank, that is, both storage relays are released. It is noted in passing that these train class identities could be transferred in front the apparatus associated with section SBT over front contact a of relay SBKP under the circumstance of a train moving in from the west.

The operator now prepares a route for this train to move in an eastward direction by actuating, in sequence, control devices 10 and 14 shown in the track diagram. This establishes a route from section 9BT through section 13T over switch 13W in its normal position into section 15BT. As a result of the actuation of device 14 to establish the exit of the route. relay 14XS picks up. It is also to be noted that relay 13NWK remains picked up, i.e., the position shown, since switch 13W remains in or is moved to its normal position. The traffic indication relay 14-20FK shown at the top of FIG. 213, similar to the corresponding relay shown in the first arrangement, is o erated at this time to i s reverse position to establish the eastbound traffic direction through the single track stretch between the switches. As soon as the route over swi ch 13W is properly completed and locked. the signal (not shown) located at a position corresponding to control device 10 clears to allow the train to move through the established route.

When the train acceps the signal authorizing its move, it proceeds eastward into track section 13T and eventually into track section 15BT. With the train occupying track section 13T, relay 13TK in the machine picks up through energy applied by the operation of the traflic control system. The opening of back contact a of relay 13TK deenergizes relay 13TKP 'but the slow release characteristic of this repeater relay holds its front contact closed for a period of time. During this gating period, when the front contacts of both relays 13TK and 13TKP are closed, a circuit is completed to transfer the train class stored in the apparatus associated with section 9BT to the corresponding apparatus associated with section 15BT. This circuit may be traced from terminal B1 over front contact b of relay 9C through the upper winding of relay 9CR, back c ntact a of relay 13NWK, front contact b of relay 13TK, front contact a of relay 13TKP, front conact a of relay 14XS, wire 40, and the diode and upper winding of relay 15C to terminal N1 of the battery. Relay 15C, thus energized, picks up and completes a stick circuit including its own front contact'a and lower winding, back contact a of relay 15F. and back contact b of relay 15CR. Thus when relay 13TKP eventually releases, opening its front contact a to interrupt the transfer circuit, relay 15C is held energized by its stick circuit to retain the storage of the commuter train class identity.

It will be obvious that, if relay 9P had been picked up for a passenger train class identification, relay 15P would be energized since energy would flow through the transfer circuit between the terminals B2 and N2 over front contact b of relay 9P. Further, a similar transfer will occur from the storage apparatus associated with section 118T if the train movement originates from that track section. Under those conditions, assuming a commuter train identity, th transfer circuit will include front contact b of relay 11C, the upper winding of relay 11CR, back contact a of relay 12XS, and front contact a of relay 13 RWK since switch 13W will be in its reverse position. The remainder of the circuit is as previously traced over contact b of relay 13TK and subsequent parts of the circuit to the upper winding of relay 15C.

Returning to the period of transfer originally described, it is also to be noted that relay 9CR picks up, because of the energy flowing in the transfer circuit through its upper winding, and completes its stick circuit including its own lower winding and front contact a and back contact b of relay 9BKP. The opening of back contact b of relay 9CR interrupts one path of the stick circuit for relay 9C, which path is in shunt relation with still closed front contact a of relay 9BK. When relay 9BK eventually releases as the train clears track section 9BlT, the opening of its front contact a interrupts the other stick circuit for relay 9C, which immediately releases. Since back contact a of relay 9BK must close to complete the circuit for energizing relay 9BKP, relay 9CR is retained energized by its stick circuit for a sufiicient period to assure the interruption of the stick circuit for relay 9C or, as the case may be, relay 9P. The eventual energization of relay 9BK? to pick up and open its back contact b interrupts the stick circuit for relay 9CR which then releases since its energizing circuit is already interrupted. This arrangement assures that the train class storage is cancelled from the storage bank associated with track section 9BT upon the movement of the train to another section and the transfer of the train identity information.

The train class identity stored in the relay bank associated with section 15BT is now displayed by the lamp unit ISBKE. Control circuits for this are shown in the center of FIG. 2B, the dotted conventional block enclosing the symbols for two lamps being equivalent to the lamp symbol located within the track diagram at the top of the figure. Circuits for occupancy indication unit 15BKE are typical of those for each block light in a traffic control system embodying this form of our invention. The two lamps shown within the conventional dotted block representing the light unit each have a distinctive meaning. In this particular system, it is as sumed that the established route is not displayed and that only when a train occupies the particular track section is an indication of this occupancy and simultaneously an indication of its class identity shown. Under the assumed conditions, with relay 15C picked up to store the class identity of a commuter train occupying section 15BT, the circuit is completed for the red lamp Within unit ISBKE. This circuit is traced from terminal B over back contact d of relay 15P, front contact c of relay 15BK, back contact c of relay 15P, front contact c of relay 15C, and through the red lamp to terminal N. This causes a steady red indication to appear in the track diagram at the point where the train is located, indicating to the system operator the location of the train and the fact that it is a commuter train. If the train class identity stored is that'of a regular passenger train, the circuit for the red lamp may be traced from terminal FB of the source, as shown in the lower right of FIG. 28, over front contact d of relay 15P, front contacts of relays BK and ISP, and through the red lamp to terminal N. Since pulses of direct current are supplied from terminal FB, the red lamp now displays a flashing red indication to designate that the train occupying section 15BT is of the passenger type. If an unclassified train, for example a freight train, is occupying section 158T so that both relays 9P and 9C are released, the circuit for the white lamp is completed from terminal B over back contact d of relay 15P, front contact c of relay 15BK, back contacts c of relays ISP and 15C, and through the white lamp to terminal N. This causes a steady white indication to appear inunit ISBKE to indicate that the train occupying the section is of the unclassified type. It is to be noted that each circuit for the lamps as traced includes front contact c of relay ISBK. Therefore the track section must be occupied before an indication of the train and its class is displayed.

The occupancy indication unit 17BKE is also shown in FIG. 2B with similar circuits for the control of the lamps located Within it. These circuits may be understood from an examination of the drawing. It should also be understood that each block section BT is provided with a similar light unit to provide visual displays in a similar manner. For simplicity, these are not shown in order to avoid a duplication within the illustrated system which is not needed for an understanding of the invention. Also, course, the switch detector track circuits would be provided in a conventional manner with simple occupancy indication lights which are illuminated when the track section is occupied. No indication of the class of the train occupying the switch sections is given since these are relatively short. It is to be understood that the distinctive visual indications could be as shown in the first embodiment of our invention as illustrated in the parts of FIG. 1. Conversely, the system shown here in FIG. 2 could be used in the arrangement of FIG. 1 if desired. Other types of distinctive indications could also be used, such arrangements being conventional and adding nothing new to the arrangement of our invention.

As the train moves on in the eastward direction, the class identity is transferred into the bank associated with section 17BT. It is to be remembered that, with eastbound traflic direction established, relay 14-20FK is in its reverse position. When the train first occupies section 17BT, relay 17BK is picked up through the traffic control system and opens its back contact a to deenergize relay 17BKP. This latter relay, however, holds its front contact closed for its slow release period. Closing of front contact b of relay 17BK completes the circuit for relay 17C under the assumed train occupancy condition. This circuit is traced from terminal B1 at front contact b of relay 15C over the upper winding of relay 15CR, reverse contact a of relay 1420FK, front contacts b in series of relays 17BKP and 17BK, and through the diode and upper winding of relay 17C to terminal N1. Thus energized, relay 17C picks up, completing a stick circuit for itself including its own lower winding and front contact a, back contact a of relay UP, and back contact b of relay 17CR in multiple with front contact a of relay 17BK. Relay 15CR also picks up and completes its stick circuit including its lower winding and front contact a and back contact b of relay ISBKP, which is still released at this moment since the train is now occupying both sections 15BT and 17BT.

The train eventually clears section 15BT and relay ISBK is deenergized by the control system and releases. Since relay ISCR is picked up so that its back contact b is open, the opening of front contact a of relay 15BK at this time interrupts the stick circuit network for relay 15C and this latter relay, thus deenergized, releases. This cancels the train class identity storage in the bank associated with track section 15BT. Closing of back contact a of relay ISBK reenergizes relay 15BKP which picks up, opening its back contact [1 to interrupt the stick circuit for relay 15CR which then releases. However, by this time relay 15C has released so that the closing of back contact b of relay 15CR does not re-establish a stick circuit for the storage relay. The train class identity for the train moving in an eastbound direction through the system is now stored only in the bank associated with section 17BT as previously described.

As the train continues in the eastward direction the operator establishes a route for it through the next subordinate interlocking. As an example, he will operate the control devices 20 and 22 in that sequence, establishing a route over switch 21W in its normal position into track sectlon 23BT. As a result of this operation, relay 22XS plcks up. As the train occupies section 21T, relay 21TK 1n the machine is energized by the control system and picks up, opening its back contact b to deenergize relay 21TKP. However, this latter relay, having the usual slow release characteristics, hold its front contact closed for a period of time. During this gating period provided by the slow release of relay 21TKP, the circuit is complete fOf g l g relay 0 This circuit extends from ter.

minal B1 at front contact b of relay 170 through the upper winding of relay 17CR, wire 42, back contact a of relay 20XS, front contacts a in series of relays 21TKP and 21TK, front contact a of relay 21NWK, front contact a of relay 22XS, and through the diode and upper winding of relay 23C to terminal N1. Relay 23C picks up and completes a stick circuit which includes its own lower winding and front contact a, back contact a of relay 23P, and initially back contact I; of relay 23CR and back contact a of relay 23Z. When the train eventually occupies section 23BT so that relay 23BK is energized and picks up, front contact a of this latter relay provides a shunt path in parallel with back contact b of relay 23CR in the just described stick circuit. Relay 21TKP eventually releases, opening its front contact a to interrupt the class storage transfer circuit but relay 23C is by this time held energized by its stick circuit,

During the transfer action, relay 17CR is energized by the transfer circuit and picks up, completing its stick circuit including its own lower winding and front contact a and back contact a of relay 17BKP which is closed at that time. When the train clears track section 17BT, relay 17BK is deenergized and releases, opening its front contact a to interrupt the stick circuit for relay 17C since back contact b of relay 17CR is now open. Relay 17C then releases to cancel the train class storage from this particular storage bank. The closing of back contact a of relay 17BK reenergizes relay 17BKP which picks up. The opening of back contact a of relay 17BKP opens the stick circuit for relay 17CR which releases. However, the closing of back contact b of relay 17CR finds relay 17C already released so that the stick circuit is not re-established for the storage relay. The storage apparatus associated with section 17BT is now restored to its normal condition.

If the train instead is routed to section ZSBT by the operation of control devices 20 and 24, relays 24XS and 21RWK will pick up through the operation of the control system and the re-positioning of the switch 21W to its reverse position. It is assumed that track section 25BT represents a terminal track in which no train class identity storage is needed since the train moves on from this station area into a yard and departs from the traflic control system. Any return of the train is also assumed to be over track section 27BT and not in a reverse direction on section 25BT. Under these circumstances, an automatic cancellation of the train class identity from the system is provided by the circuit network including resistor R1 which takes the place, from an energy load standpoint, of a storage relay such as C or P in the other storage banks. The transfer action is as before except that the energy flow is through resistor R1 so that there is no actual storage of the train class identity. However, the upper winding of relay 17CR is energized by the transfer circuit which now includes front contact b of relay 17C, wire 42, back contact a of relay 20XS, front contacts a of relays 21TKP and 21TK as the train occupies section 21T, front contacts a of relays 21RWK and 24XS, and resistor R1. A parallel connection from the other terminal of resistor R1 is provided through diodes to terminals N1 and N2 in a manner similar to that used in the first winding connections for the storage relays in other banks. As previously described, the pick up of relay 17CR and the eventual clearing of track section 17BT by the train causes the train class identity stored in the associated relay bank to be cancelled. Since no corresponding storage is made in the network including resistor R1, the class identity of this train moving into section 253T is effectively cancelled from the system since it is no longer needed.

It may be noted that if a train, having moved intosection 23BT as previously described, is to be switched out of the trafiic control system into a yard track not shown, its stored class can be cancelled from the associated storage bank by the operation of push button 22 I 23ZPB. The closing of normally open contact a of this push button supplies energy from terminal B3 over front contact b of relay 23BK and through a diode to the winding of relay 23Z, the other terminal of which is connected to terminal N3. Relay 232 is energized and picks up, opening its back contact a to interrupt the complete stick circuit network for relay-23C or relay 23F, whichever is energized, so that the train class storage is cancelled from the system.

From the preceding description, it is apparent that the train identification system arrangement of our invention in either form provides for the automatic transfer of train class identity information from an initial point at which it was entered into the trafiic control system throughout the bounds of the system as the corresponding train proceeds on its established route. In addition, the identity system automatically provides for the display of the train class information in order to assist the operator as he establishes elements of the total route to continue the advance of the train throughout the track network. This action is accomplished, after the initial manual entry of the train class information, without further operation on the part of the operator except for his usual duties of establishing routes throughout the traffic network. He is thus aided in his operation of the traffic control system since a visual indication of the class of trains occupying various portions of the system is immediately available to him and no search of recorded information or reliance on his memory is necessary in order to establish the class of a train and thus the priority of handling which it must be accorded."It is further apparent that the operation of the arrangement of our invention is based entirely upon the occupancy of the various track sections by the train and its movement from one track section to adjacent track sections. Thus the system is applicable to the various and Well known types of route interlocking control arrangements and traffic control systems.

Although we have herein shown and described but two specific forms of traffic control systems embodying our invention, it is apparent that various other changes and modifications may be made therein within the knowledge of those skilled in the art without departing from the spirit and scope of our invention.

Having thus described our invention, what we claim rs:

1. In a railroad trafiic control system for controlling the movement of trains in either direction through a plurality of track locationseach comprisihg a stretch of railroad track and interconnected by track switches into a track network, the route for a train through said network being automaticallyestablished by said control system in accordance with selected entrance and exit locations, said control system including route exit relays for marking the selected exit from each established route and track occupancy relays for indicating the passage of a train through an established route, each established route including at least two adjacent track locations, train identification apparatus comprising in combination,

(a) storage means associated with each location in said track network for receiving and storing the identity of a train moving into that location,

(b) a plurality of transfer circuit arrangements controlled by said traffic control system for transferring train identities between the storage means associated with the locations in the approach to and at the exit of established routes, each transfer circuit arrangement being associated with a particular corresponding pair of opposite direction routes establishable through said track network and including,

(1) contacts positioned in accordance with the established route for defining traflic direction,

and

(2) a gating circuit portion completed as a train enters the succeeding location of each pair of adjacent locations along said established route, and Y (c) display means for each track location controlled by the corresponding storage means for visually displaying the identity of a train occupying that location.

2. Train identification apparatus as claimed in claim 1 in which each transfer circuit arrangement includes an identity transfer circuit for each direction of traific through the corresponding pair of opposite direction routes, each identity circuit comprising,

(a) a contact closed only when traffic is established in the direction corresponding to that circuit,

(b) a contact closed only when the established route is physically complete,

(c) gating contacts responsive to occupancy of preselected portions of the route and jointly closed to complete the circuit only for a predetermined time interval after a train occupies the route,

(d) contacts controlled by the storage means associated with the approach location to that route, and

(e) connections to the storage means associated with the exit location for entering only one train identity storage during the movement of that train through the established route. 3. Train identification apparatus as claimed in claim 2 in which, in each identity transfer circuit,

(a) the trafiic contact is a contact of the route exit relay for the established route,

(b) the gating contacts comprise a selected track occupancy relay contact closed in response to a train occupying said preselected portion of the established route and an occupancy repeater relay contact normally closed which opens said predetermined time interval after said track portion is occupied.

4. Train identification apparatus as claimed in claim 1 in which each transfer circuit arrangement includes a contact positioned in accordance with the established traffic direction, contacts positioned to define the established route exit, and a gating circuit portion completed for a preselected period as a train traverses said established route.

5. Train identification apparatus as claimed in claim 4 in which the combination further includes:

(a) selection means for selectively establishing the identity of a particular train,

(b) said selection means at times controlling said storage means for initially entering the identity of a particular train into the storage means corresponding to a selected location along the route for that train.

6. Train identification apparatus as claimed in claim 5 in which,

(a) each of said storage means includes at least one bank of storage relays which are energized in selected combination in accordance with the particular train identity stored therein, and

(b) each transfer circuit arrangement further includes energize-d position contacts of the storage relays for the associated locations for controlling the transfer of the selected energized combination from the storage relay bank of the approach location to the storage relay bank of the exit location of the established route.

7. Train identification apparatus as claimed in claim 1 in which the combination further includes:

(a) selection means for establishing the class identity of a train occupying a particular track location,

( b) selected ones of said storage means being controlled by said selection means for initially entering the identity of a train occupying the corresponding location.

8. Train identification apparatus as claimed in claim 7 in which,

(a) each of said storage means includes at least one bank of storage relays which are selectively energized in accordance with the particular train identity stored therein, and

(h) each transfer circuit arrangement further includes energized position contacts of the storage relays for the associated locations for controlling the transfer of a train identity to the exit location storage relay bank in accordance with the selective energization of the approach location storage relay bank.

9. Train identification apparatus as claimed in claim 8 in which each storage relay bank comprising a plurality of double winding relays, a first winding of each relay being controlled by said transfer circuit arrangement for entering the train identity transferred from the approach location storage bank, the other winding being controlled by other contacts responsive to the occupancy of the corresponding track location for storing the train identity while the corresponding train occupies that location,

10. Train identification apparatus as claimed in claim 1 further including a storage cancellation means controlled by each transfer circuit arrangement and having connections for cancelling the train identity storage from the storage means associated with the preceding location of said adjacent pair during a train identity transfer.

11. Train identification apparatus as claimed in claim 6 further including:

(a) a storage cancellation means associated with each track location comprising:

(1) a cancel relay connected in series with the transfer circuit arrangement for each direction of train movement from the corresponding track location,

(2) a location cancellation relay controlled by each associated cancel relay and by other contacts controlled by said traffic control system in accordance with the established trafiic direc tion and energized when an identity transfer is made in the established traffic direction,

(3) a location reverse cancellation relay controlled by each cancel relay and by said other trafiic control system contacts and energized when an identity transfer is made for a train move opposite to said established traffic direction,

(b) said storage relay banks associated with said location controlled by said location cancellation and reverse cancellation relays for cancelling the identity associated with a train moving from the location in either direction without regard to established traffic direction.

References Cited UNITED STATES PATENTS 2,179,462 11/1939 Young 246134 2,206,550 7/ 1940 Mordin 246-2 X 2,300,272 10/1942 Young 246134 2,301,297 11/1942 Lewis 246-134 FOREIGN PATENTS 1,158,101 6/1962 Germany.

ARTHUR L. LA POINT, Primary Examiner G, H. LIBMAN, Assistant Examiner US. Cl. X.R. 246-132 

